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diff --git a/20388-h/20388-h.htm b/20388-h/20388-h.htm new file mode 100644 index 0000000..0792c46 --- /dev/null +++ b/20388-h/20388-h.htm @@ -0,0 +1,1336 @@ +<!DOCTYPE html + PUBLIC "-//W3C//DTD XHTML 1.0 Strict//EN" + "http://www.w3.org/TR/xhtml1/DTD/xhtml1-strict.dtd"> +<html> +<head> +<meta http-equiv="Content-Type" content="text/html; charset=US-ASCII" /> +<title>Report of the Railway Department of the Board of Trade</title> + <style type="text/css"> +/*<![CDATA[ XML blockout */ +<!-- + P { margin-top: .75em; + margin-bottom: .75em; + } + H1, H2 { + text-align: center; + margin-top: 2em; + margin-bottom: 2em; + } + H3, H4 { + text-align: left; + margin-top: 1em; + margin-bottom: 1em; + } + BODY{margin-left: 10%; + margin-right: 10%; + } + TD { vertical-align: top; } + .blkquot {margin-left: 4em; margin-right: 4em;} /* block indent */ + + .smcap {font-variant: small-caps;} + + .pagenum {position: absolute; + left: 92%; + font-size: smaller; + text-align: right; + color: gray;} + + .citation {vertical-align: super; + font-size: .8em; + text-decoration: none;} + // --> + /* XML end ]]>*/ + </style> +</head> +<body> +<h2> +<a href="#startoftext">Report of the Railway Department of the Board of Trade, by Samuel Laing</a> +</h2> +<pre> +The Project Gutenberg eBook, Report of the Railway Department of the Board +of Trade on the London, Worcester, and Wolverhampton, and on the +Birmingham and Shrewsbury Districts, by Samuel Laing, et al + + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + + + + +Title: Report of the Railway Department of the Board of Trade on the + London, Worcester, and Wolverhampton, and on the Birmingham and + Shrewsbury Districts + + +Author: Samuel Laing + + + +Release Date: January 16, 2007 [eBook #20388] + +Language: English + +Character set encoding: ISO-646-US (US-ASCII) + + +***START OF THE PROJECT GUTENBERG EBOOK REPORT OF THE RAILWAY DEPARTMENT *** +</pre> +<p><a name="startoftext"></a></p> +<p>Transcribed by David Price, email ccx074@pglaf.org</p> +<h1>RAILWAYS.<br /> +REPORT of the <span class="smcap">Railway Department</span> of +the <span class="smcap">Board</span> of <span +class="smcap">Trade</span> on the <i>London</i>, +<i>Worcester</i>, and <i>Wolverhampton</i>, and on the +<i>Birmingham</i> and <i>Shrewsbury Districts</i>.</h1> +<p style="text-align: center">(<i>Presented to Parliament by Her +Majesty’s Command</i>.)</p> +<p style="text-align: center"><i>Ordered</i>, <i>by</i> The House +of Commons, <i>to be Printed</i>,<br /> +28 <i>February</i> 1845.</p> +<p style="text-align: center">83—2.</p> +<p style="text-align: right"><i>Under 2 oz.</i></p> +<p style="text-align: right"><!-- page 1--><a +name="page1"></a><span class="pagenum">p. 1</span>Railway +Department, Board of Trade,<br /> +Whitehall, 28 February 1845.</p> +<p>The Board constituted by Minute of the Lords of the Committee +of Privy Council for Trade, for the transaction of Railway +business, having had under consideration the different schemes +deposited with the Railway Department for extending Railway +communication between London, Worcester, and Wolverhampton, and +in the district intermediate between the London and Birmingham +and Great Western Railways, and also, in connexion with the +above, the schemes for extending Railway communication between +Birmingham and Shrewsbury, have determined on submitting the +following Report thereon for the consideration of Parliament.</p> +<p>The object of the first class of schemes in question is to +supply Railway communication to the great mining district of +Staffordshire, lying south of Wolverhampton, to the towns of +Kidderminster, Stourbridge, Stourport, Worcester, &c., and to +the district north of Oxford, intermediate between the Great +Western and London and Birmingham Railways.</p> +<p>For this purpose two competing schemes are proposed; one, +which is promoted by the London and Birmingham Company, comprises +a line from Rugby to Oxford, and another from Wolverhampton, +through Worcester and Banbury, to join the London and Birmingham +line at Tring; the other scheme consists of a line from Oxford to +Rugby, which is proposed to be made by the Great Western Company; +and of another line from Oxford to Worcester and Wolverhampton, +which is undertaken by an independent Company, but in connexion +with the Great Western Company, and which must be considered as +forming, with the Oxford and Rugby line, one scheme, competing +with the former.</p> +<p>For the sake of brevity we shall distinguish these as the +“London and Birmingham or Tring Scheme,” and the +“Great Western or Oxford Scheme.” Their general +direction will be easily understood by reference to the +accompanying map.</p> +<p>In their general features and objects the two schemes are so +nearly identical that the two manifestly cannot stand +together. A further scheme for the accommodation of the +country between Worcester and Wolverhampton, was proposed by the +Birmingham and Gloucester Company, but it is understood that +arrangements have been made by which this scheme is withdrawn in +favour of the London and Birmingham scheme, to which it was +moreover inferior in several important respects, so that we may +consider the question as reduced to one of competition between +the schemes of the two great Companies.</p> +<p>The first point is, whether a sufficient public case can be +established to justify the construction of any Railway at all +throughout the districts in question. As regards the South +Staffordshire district, this point has been disputed by various +Canal interests, who urge that the district is already +sufficiently well supplied by water communication, and that the +introduction of Railways, by destroying the resources and +crippling the efficiency of such water communications, will be +productive of injury rather than of benefit to the Public. +Various special reasons have been urged in support of this view, +more especially with reference to the mineral district of which +Dudley may be considered as the centre. It is said that the +Birmingham Canal Company have, at a great expense, created a very +complete and efficient system of water communication throughout +this district; that a right is reserved of making branch Canals +to all mines and works within certain limits, which right would +be to a certain extent defeated by running a Railway parallel to +the existing Canal, to the injury both of the Canal Company, and +of the owners of the mines and works so cut off; that the +management and charges of the Canal <!-- page 2--><a +name="page2"></a><span class="pagenum">p. 2</span>Company have +always been of the most liberal description; and finally, that +owing to the peculiar nature of the district, in which great +excavations have been made for mining purposes, Railways cannot +be carried through it without danger.</p> +<p>It will be readily conceded that the importance of the +district in question is such as to entitle it to require the best +means of communication, whether by Canal or Railway. +Between Wolverhampton and Stourbridge there are at present about +100 blast furnaces in work, producing about 468,000 tons of pig +iron annually. In order to produce this quantity, nearly +4,000,000 tons of coals, lime, ironstone, and other raw materials +are consumed, which are raised from the mines of the district, +and transported to the various furnaces, forges and +founderies.</p> +<p>The export of iron from the district is about 240,000 tons +annually, in addition to large quantities of heavy hardwares, tin +plates, glass, and other goods. The export of coal is also +very large, and might be greatly augmented by increased +facilities of communication.</p> +<p>The population, depending for support on the iron-works, +mines, and manufactories of the district, is estimated at not +less than 230,000; and the total population of the respective +towns and places between Wolverhampton and Worcester, which would +be benefited by the proposed Railway communication, is believed +to exceed 300,000.</p> +<p>Among these towns may be mentioned Kidderminster, a place of +considerable manufacturing importance, and great intercourse with +different parts of the kingdom; Droitwich, with its extensive +salt works; Stourbridge, Stourport and Worcester.</p> +<p>The construction of a Railway in this direction will also +lead, in all probability, to extensions into the fertile +agricultural district on the west of the Severn, towards +Leominster and Ludlow.</p> +<p>The claim of the district, therefore, to the most improved +mode of communication can hardly be disputed; and whatever claims +Canal Companies may have from benefits previously conferred, or +from past liberality of management, such claims cannot be +considered by us in any other light than those of other private +interests, unless in so far as they may be based upon public +considerations.</p> +<p>Our Report will not, in any way, prejudice or affect the right +of those Canal Companies to have their vested interests, if any, +carefully considered by the Legislature.</p> +<p>Upon public grounds, therefore, we have merely had to consider +the allegation that the interests of the district will not be +promoted by the introduction of Railways, and that Railways +cannot be constructed through it without danger.</p> +<p>Upon the first point it seems sufficient to refer to the +unanimous opinion of the parties principally interested, and who +have the best opportunities of judging of the effects likely to +follow from the introduction of Railways. The only +difference of opinion has arisen from the anxiety of the parties +to obtain a Railway of some description or other, which has led +them to support different competing schemes; but all parties have +united in the strongest representations of the vital importance +to the district of obtaining a good Railway communication, in +addition to those afforded by the Canals. A memorial signed +by the representatives of 46 iron-works, 57 furnaces, and 98 +collieries, in the Staffordshire mineral district, including the +trustees of Lord Ward, from whose estate alone upwards of +1,000,000 tons of coal and iron are raised annually, in favour of +the London and Birmingham scheme; and another memorial, +representing 37 iron-works, and 9 collieries, in favour of the +Great Western scheme, were presented to us; the memorialists in +each case urging in the strongest manner the advantages of +Railway communication to the district.</p> +<p>It is stated, that without such communication, they have to +compete at a great disadvantage with the iron districts of South +Wales and Scotland, which, from their readier access to the sea, +can convey their products to market at a cheaper rate. The +Canals are stated to be not only more tedious and expensive, but +subject to serious interruptions, often for weeks together, from +frost in winter and drought in summer. In short, it is +urged that the apprehensions of the Canal Companies are the best +test of the further advantage of a Railway; since unless the +latter obtained a large proportion of the heavy traffic, which it +could only do by affording the public a better and cheaper means +of transport, the interests of the Canals could not be +prejudiced.</p> +<p><!-- page 3--><a name="page3"></a><span class="pagenum">p. +3</span>With so strongly expressed a wish on the part of such an +important district for Railway communication, and with two great +Companies competing with one another to afford it, we do not +think that, upon public grounds, we should be justified in +reporting that it ought to be withheld on account of any +apprehended interference with existing water +communications. In the case of one Canal Company, special +reasons existed which might have weighed more strongly than those +derived solely from private considerations; viz. that a guarantee +had been given to assist the Severn Navigation Commissioners to +raise money for the purpose of carrying out a great public +improvement authorized by Parliament. From this difficulty, +however, as well as from the apprehension of that great +improvement being impeded by the introduction of Railways into +the district, we are relieved by the offer made by the Railway +Company to whose scheme we recommend that a preference should be +given, to take upon themselves the burden of the guarantee to the +extent of any loss sustained in consequence of the construction +of the Railway, subject to any reasonable conditions and +arrangements.</p> +<p>With regard to the remaining point, that of safety, it is +admitted that portions of the soil being undermined, subsidences +occasionally take place; but there appears no reason to apprehend +any peculiar degree of danger to a Railway from this source, +beyond what equally affects the Canals, Roads, Tramroads, +Founderies, Mills, and other buildings of the district, and which +has never been considered an impediment to the introduction of +Railways in other mining districts. Some of the most +eminent engineers of the day, among whom may be mentioned Sir J. +Rennie, Mr. Brunel, and Mr. R. Stephenson, have proposed the +lines which pass through the district in question, and are +clearly of opinion that they may be worked without any unusual +degree of danger.</p> +<p>We are of opinion, therefore, that some one line of Railway is +required, and may be properly sanctioned, for the accommodation +of the district in question, between Wolverhampton and +Worcester. This being conceded, the sanction of a line in +connexion with it, to connect Worcester more directly with +London, and to give communication to the large intermediate +district, appears to follow almost as a matter of course. +The supply of coals to this district, where a great reduction of +price will be effected, is alone an important object; and, on the +other hand, an outlet will be afforded for agricultural +produce. A population of about 128,000 between Worcester +and Tring would be accommodated by the line in that direction; +and on the whole, taken in connexion with the Worcester and +Wolverhampton Junction, the traffic seems sufficient to justify a +fair expectation of return on the capital to be invested, as also +on the Rugby and Oxford portion of the line, which will complete +a chain of direct Railway communication from the Northern and +Midland to the Southern and South Western counties, and will +afford to those counties a valuable supply of coal from the +Derbyshire collieries.</p> +<p>We proceed, therefore, to investigate the subject, on the +assumption that one or other of the competing schemes promoted by +the London and Birmingham, and Great Western Companies, will be +sanctioned, and that the question is reduced to one of preference +between them.</p> +<p>In regard to distance, the two schemes are as nearly as +possible equal, the distance from Worcester to London being 122 +miles by the Tring line, and 119 by the Oxford line; the former, +however, terminating at the Euston Square Station, and the latter +at Paddington. The number of miles of new Railway to be +constructed in either case is also nearly the same; nor does +there appear to be anything in respect of gradients or +engineering character calculated to give one scheme a decided +preference over the other. The course of the Tring line +accommodates a larger population between Worcester and London +than the Oxford line; but the importance of the districts +traversed by either line, and left out by its competitor, is +hardly sufficient to give a decided superiority on a question of +such magnitude.</p> +<p>A far more important feature of comparison is derived from a +consideration of the question of gauge.</p> +<p>The Great Western scheme is proposed to be constructed on the +wide gauge of seven feet, used upon the different Railways of the +Great Western system; while the scheme of the London and +Birmingham Company is proposed to be <!-- page 4--><a +name="page4"></a><span class="pagenum">p. 4</span>constructed on +the narrow gauge of 4 feet 8½ inches, common to all the +other Railways of the kingdom.</p> +<p>In order to estimate fully the importance of this question, it +must be borne in mind that the Bristol and Gloucester Railway is +on the wide, while the Birmingham and Gloucester is on the narrow +gauge, and that the inconvenience resulting from the break of the +two gauges at Gloucester has been so great as to lead to an +amalgamation of the two Companies, with a view to obviate it, by +introducing uniformity of gauge throughout between Bristol and +Birmingham. From the arrangements which have been made with +this view, it is perfectly evident that upon the question of the +Worcester lines depends whether this uniformity will be proposed +to be attained, by the Birmingham and Gloucester Railway adopting +the wide gauge, or the Bristol and Gloucester adopting the +narrow.</p> +<p>The question, therefore, upon which we have had to form an +opinion is, whether it is better for public interests that the +wide gauge should come up to Birmingham and Rugby, or that the +narrow gauge should go down to Bristol and Oxford?</p> +<p>It would be difficult to overrate the importance of this +question in a national and commercial point of view. If +there is one point more fully established than another in the +practice of Railways, it is that the inconvenience occasioned by +a break upon a line of through-traffic, occasioned by want of +uniformity of gauge, is of such a serious description as to +detract most materially from the advantages of Railway +communication.</p> +<p>The following description of what has actually occurred at +Gloucester during the last few months, furnished to us by a +gentleman who has been practically engaged in the management of +the traffic, will give some idea of the working of the +system:—</p> +<blockquote><p>“We experience the greatest possible +inconvenience from the change, both as regards passengers and +goods; coals we have not attempted to tranship.</p> +<p>“In the first place as regards passengers and passenger +trains:</p> +<p>“The passengers and their luggage have to be hurried +across from one train to the other, when there is a chance of the +luggage being misplaced. Gentlemen’s carriages and +horses have to be changed, a process uniting time and risk. +Valuable parcels have to be handed out in the confusion, and +handed in.</p> +<p>“The result is a delay, with the Mail-trains, for +instance, of half an hour sometimes, just sufficient if the +coming-in train is after time, to miss the Manchester or other +train from Birmingham, or the Exeter or Bath train from Bristol; +annoyance to the passengers, who are anxious about their parcels +and luggage; risk, and expense, as a large body of porters have +to be maintained, who are not fully employed, in order that no +more time than is necessary should be lost in the change of +trains.</p> +<p>“With regard to goods, the inconvenience attending the +change is far more serious.</p> +<p>“Up to this day a great number of waggons laden with +goods of all descriptions have been lying at Gloucester, which we +have been unable to remove in spite of every exertion. We +keep an establishment of clerks and porters to superintend and +effect the transhipment, but, in the hurry of business, mistakes +occur; goods destined for Hull are perhaps put into the +Manchester truck; boxes are bruised, packing torn, furniture and +brittle articles damaged. There is the chance of mistake in +the re-invoicing of goods; the other day, for instance, a bale +for Bristol was laid hold of by a carrier at Gloucester and taken +to Brecon, a claim for some 30<i>l.</i> being instantly made upon +us.</p> +<p>“In short, all the inconvenience, delay, and expense +attending an unloading and reloading of goods have to be +encountered, and there is nothing the senders of goods so much +dread as this. The expense involved is very considerable: +there is the expense of porterage, which varies from 3<i>d.</i> +to 6<i>d.</i> per ton: the expense of clerks employed in +inspecting and invoicing the goods, the expense of shunting the +waggons, the waste of premises, the additional carrying stock it +obliges the Companies on each gauge to maintain, and, above all, +the loss of trade which is sure to result from the delay and risk +attending the change, and the advantage which uninterrupted +communications, whether by Water or Railway, are sure to have +over you in competition.</p> +<p>“Much of this expense and delay, it may be said, can be +obviated by better arrangements and more care; by ample station +accommodation, by abundant <!-- page 5--><a +name="page5"></a><span class="pagenum">p. 5</span>carrying +stock. No doubt some of it may be prevented, but this is +only another name for expense. The care, too, which is +required must not be confined to the Railways immediately +affected, but must commence on a Railway a long way off. +The goods from Leeds for Bristol, for instance, must be duly +placed together at Leeds, packed in such a manner as will enable +you at Gloucester to get at them in the best manner. They +must be forwarded from Leeds, and again from Birmingham, in such +quantities as will be convenient at Gloucester. The +arrangements, in short, by which our interests at Gloucester will +be best consulted, will have to be made by another Company, often +not interested in the matter, and whose convenience may suggest +another course. You cannot, therefore, look forward to +remedying many of the difficulties attending on change of gauge, +which are of this nature.”</p> +</blockquote> +<p>To the above summary of the practical inconveniences +mentioned, we have only to add, that the numerous representations +addressed to us by the principal carrying and commercial +interests which have been concerned in the traffic affected by +the change of gauge at Gloucester, have fully borne out the +statement of the evils experienced, more especially with +reference to the loss, delay, and misdirection of goods. +The principal Railway Companies north of Birmingham have also +made strong representations as to the obstacle thrown in the way +of a proper development of the traffic by the break of gauge; an +obstacle which, as regards coal, iron, salt, corn, and every +description of heavy goods, they consider as amounting to a +virtual prohibition.</p> +<p>The question may be raised how far it is possible to obviate +the inconvenience of two different gauges by mechanical +arrangements? These arrangements may consist +either—</p> +<p>1. Of contrivances for transferring the bodies of +waggons from the wheels and axles adapted for one gauge to those +adapted for the other; or—</p> +<p>2. The laying down of additional rails, so as to permit +trains of either gauge to run on without interruption.</p> +<p>With regard to the first, it is stated that the experiment has +been repeatedly tried on the Liverpool and Manchester, the +Newcastle and Darlington, the Leicester and Swannington, and +other Railways, where crossed by local coal Railways of a +narrower gauge, and has never succeeded. The practical +difficulties also are obvious, of securing with waggons +constructed with moveable bodies, the rigidity and solidity +requisite for safety, and to prevent excessive wear and tear, and +damage to the articles conveyed. Even if we were to +suppose, however, all mechanical difficulties overcome, the +serious objection would still remain, that in addition to the +expense of transfer, a large additional stock would require to be +kept by all Railway Companies, owners of mines, and other parties +who had occasion to send traffic sometimes in the direction where +the gauge was uninterrupted, and sometimes in the direction where +waggons of a special construction were required. This +consideration is the more important as, under the system of the +clearing-house, the whole stock of the narrow-gauge Railways of +the country may be considered as becoming more and more common +property, available wherever there may be a press of business, +and for as great distances as may be required, in order to avoid +the inconvenience of unloading.</p> +<p>The second arrangement, of laying down additional rails, may +be practicable under peculiar circumstances, and to a limited +extent, but it is open to great objections.</p> +<p>It is very doubtful how far the addition of a single rail only +would be consistent with safety, as in this case the centre of +gravity of the carriages of different gauge in the same train +would not be in the same straight line. If a complete +double set of rails were laid down the expense would be very +considerable.</p> +<p>The complication of switches and crossings that would be +necessary would involve considerable additional risk and great +expense. The difficulty and expense of maintaining the +permanent way, and of keeping the double set of rails in proper +adjustment, would be greatly increased; and on the whole, the +expense, inconvenience, and risk, would probably be so great as +to prevent the experiment from being tried to any extent.</p> +<p>We cannot therefore consider the plan of laying down +additional rails as applicable, unless perhaps to a limited +extent and under special circumstances, such as enabling, for +instance, mineral waggons constructed for the narrow gauge to +pass <!-- page 6--><a name="page6"></a><span class="pagenum">p. +6</span>for a short distance and at a slow speed over a +wide-gauge Railway; with which view alone it is proposed to lay +down extra rails upon the Oxford, Worcester, and Wolverhampton +line, for a few miles south of Wolverhampton.</p> +<p>On the whole, therefore, we cannot consider any of the +mechanical arrangements which have been proposed for obviating +the inconvenience of a meeting of different gauges (even if we +could assume their practicability, which in the present state of +experience we should not be warranted in doing,) as anything +better than partial and imperfect palliatives of a great +evil.</p> +<p>Assuming this to be the case, and assuming also, as we are +compelled to do, that an interruption of gauge must exist +somewhere, the question is reduced to this: to ascertain at what +points such interruption should be fixed in order to occasion the +least inconvenience to the traffic and commerce of the +country. From the fact that nearly 2,000 miles of Railway +are already made or sanctioned on the narrow gauge, while not +more than 300 are sanctioned on the wide gauge, a disproportion +which will be still more largely increased by the new Railways +now in contemplation, an inference might be drawn in favour of +confining the gauge which is in such a decided minority within +the narrowest possible limits; and this inference might be +strengthened by referring to the obvious fact that the wide gauge +has not realized those decided advantages over the narrow gauge +which were at one time anticipated. The actual speed of +trains upon the Great Western Railway, as shown by the published +time-tables, and by official returns, is not so high as upon some +narrow-gauge Railways, and notwithstanding the excellence of its +gradients, very slightly higher than the average speed of other +great Railways on the narrow gauge. In respect of safety, +it is manifest that both gauges are alike unobjectionable, with +due precaution and proper management; and in respect of +convenience and of economy, including the cost both of +construction and working, the opinion of a great majority of the +most eminent authorities is unfavourable to the wide gauge.</p> +<p>Without wishing to express any positive opinion ourselves upon +the point, it is enough for us to say that we think there is +nothing in the relative merits of the two gauges in themselves +materially to affect the question between them, which turns upon +commercial considerations.</p> +<p>In this point of view the question is, as we have already +observed, whether the points of junction between the wide and +narrow gauge should be at Rugby, Birmingham and Wolverhampton, or +at Oxford and Bristol. In support of the first view, it is +contended that the principle which should regulate the choice of +the points of junction ought to be to fix them at great +<i>foci</i> of traffic, and centres of converging Railways, where +delay must take place and large establishments be maintained at +any rate; while on the other hand it is contended that such +points are the worst possible to select, and that the opposite +principle should be adopted, of confining an inevitable +inconvenience within the narrowest possible limits, by fixing the +points of junction where there is least through-traffic.</p> +<p>The correctness of the latter proposition seems perfectly +obvious upon general considerations; but the question is one of +such great commercial importance, that we have thought it right +to inquire fully and in detail into the practical effects that +would result to the principal interests concerned from an +interruption of the gauge, on the one hand, at Birmingham and +Rugby, and on the other at Bristol and Oxford.</p> +<p>By either combination the traffic of places intermediate +between Birmingham and Bristol with each other, and with London, +would not be affected; uniformity of gauge being secured equally +in the one case by the wide, in the other by the narrow +gauge. By either combination the traffic between places +north and east of the line of the London and Birmingham Railway +and places south of the line of the Great Western Railway would +not be affected, interruption of gauge having equally to be +encountered in the one case at Bristol and Oxford, in the other +at Birmingham and Rugby.</p> +<p>By the former or wide-gauge combination, the traffic between +Devonshire, Cornwall and all places south of the line of the +Great Western Railway, and Birmingham, and all places between +Birmingham and Bristol, would gain, <i>i.e.</i> would escape an +interruption of gauge; also such of the traffic of South Wales, +to Birmingham, and places short of Birmingham, as in the event of +the South Wales Railway being sanctioned, would take the +circuitous route by that Railway to the north of Gloucester.</p> +<p>On the other hand by the narrow-gauge combination, a break is +avoided in <!-- page 7--><a name="page7"></a><span +class="pagenum">p. 7</span>the whole of the traffic between +Manchester, Liverpool, Hull, and the Northern, Eastern, and +Midland portions of the kingdom, and Bristol, Gloucester, +Worcester, and the whole district intermediate between the London +and Birmingham and Great Western Railways.</p> +<p>The paramount importance of this consideration has been +strongly urged upon us by parties practically acquainted with the +traffic, and by the principal interests affected by the +question.</p> +<p>In the memorial already referred to, signed by the +representatives of 46 iron-works, 57 furnaces, and 98 collieries, +in the Staffordshire mineral district, in favour of the London +and Birmingham line, and narrow-gauge system, it is stated that, +of the total export of the district, only eight per cent. is sent +in the direction of Bristol, of which by far the greater quantity +is shipped from that port, and would therefore be unaffected by a +break of gauge there; while 37 per cent. is sent to Liverpool and +the north and north-west of the kingdom, and 13 per cent. to Hull +and the east, all of which would consequently suffer by a break +at Birmingham.</p> +<p>The wool trade between Bristol, where wool fairs are held +annually, and Leicester and the West Riding of Yorkshire, is very +considerable, all of which would escape a break of gauge by the +narrow-gauge combination.</p> +<p>The export of salt from Droitwich, both to Gloucester and +Bristol, and to Hull and other parts of the kingdom, is already +large, and likely to receive very great increase, if an unbroken +Railway communication is afforded, which can only be done by the +narrow-gauge combination.</p> +<p>The same combination affords the important advantage of an +unbroken communication to the traffic of Manchester and Liverpool +with Bristol, and indeed with the whole of the West of England, +as a very inconsiderable proportion of the goods actually +dispatched require to be carried in transit through +Bristol. The same remark applies to the trade of the +Potteries with the West of England; of Bristol and Gloucester +with the Midland Counties, where the imports of these ports now +meet those of Hull and Liverpool; of Worcester, Kidderminster, +&c. with Liverpool, Lancashire, and Yorkshire, and of various +other branches of traffic that might be specified.</p> +<p>As a proof of the importance of some of the branches of +traffic that would be thus inconvenienced by a change of gauge at +Birmingham, it may be mentioned that single carriers already send +as much as 20,000 tons a year in transit through Birmingham, by +the Birmingham and Gloucester Railway, and that the total +quantity thus sent is estimated at from 50,000 to 100,000 tons +per annum, and is considered to be capable of great increase, the +line of communication having been only very recently completed by +the opening of the Bristol and Gloucester Railway, and the +development of the traffic having since been greatly impeded by +the interruption of the gauge at Gloucester, and other +circumstances.</p> +<p>With the low rates which it is now proposed to establish on +coals, salt, agricultural produce, and other heavy goods, the +amount of traffic that may be expected to pass from the west in +transit through Birmingham, and <i>vice versâ</i>, if the +advantage of an unbroken communication can be secured, will be +exceedingly great. It has been represented to us that +Droitwich alone would send upwards of 250,000 tons of salt +annually.</p> +<p>The same observation applies as to the coal traffic from the +Midland Counties through Rugby to Oxford. The whole of the +extensive district between Rugby and Oxford, where coal is now +usually at a very high price, may be cheaply supplied by Railway; +an object of great importance, which could be only partially +attained if the impediment of an interruption of gauge were +allowed to exist at Rugby.</p> +<p>Another important consideration which seems to point to +Bristol rather than Birmingham, as a proper point for the +interruption of the gauge, and which has been strongly urged upon +us by carriers, merchants, and practical men acquainted with the +course of traffic, is, that Bristol, like London, is a great +emporium and shipping port, through which a comparatively small +portion of the goods which enter by Railway require to be +forwarded in transit without repacking and assortment. The +facilities for water communication with Bristol also give the +public a better alternative than they would enjoy elsewhere of +avoiding the inconvenience of the change of gauge, and thus +afford the best possible security, that if the interruption be +fixed there, the Railway Companies interested will use every +possible effort to reduce the inconvenience to a +<i>minimum</i>.</p> +<p><!-- page 8--><a name="page8"></a><span class="pagenum">p. +8</span>For all these considerations, we can have no hesitation +in expressing our preference, on public grounds, to the +alternative that proposes to fix the break of gauges at Bristol +and Oxford, rather than at Birmingham and Rugby.</p> +<p>Another important advantage offered by the London and +Birmingham scheme, and intimately connected with the question of +the gauge, is the arrangement by which it is proposed to lay down +an additional double line of rails throughout the mineral +district, to be devoted entirely to the accommodation of the +mineral traffic.</p> +<p>We have already seen that the production of iron of the +district requires a continued interchange of coals, lime, +ironstone, and other raw materials among the different mines and +works, to the extent of about 4,000,000 tons annually.</p> +<p>It is only by obtaining ready access to the Railway by means +of short branches or tramroads from those mines and works, that +the benefits contemplated from the introduction of Railway +communication can be fully realized. But if this is to be +the case, and if any considerable portion of this immense local +traffic is to pass by Railway, it is manifest that the rails so +used could not be rendered available without extreme danger and +inconvenience for the general traffic. Even the export +trade alone in coals and iron could not be conducted with +convenience upon the same line of rails as the passenger traffic, +and would require a separate line of rails in order to allow the +waggons passing and repassing from the different works within the +district to reach without interruption some principal station at +its extremity, where trains of the proper size could be formed +and dispatched to distant points. This object would be very +imperfectly fulfilled by the plan proposed by the wide-gauge +Railway, of laying down an extra rail, or pair of rails, on the +narrow gauge, inside the principal rails, which would, in fact, +obviate none of the objections to the accumulation of slow +mineral trains upon the main passenger line, and would allow of +no access by lateral tramroads, without cutting up the main line +by crossings. It is represented also that the waggons of +the wide gauge are, from their greater weight and size, ill +adapted for the purposes of the mineral traffic.</p> +<p>The arrangement in question, of an additional double line of +rails, is equally proposed by the line from Birmingham to +Shrewsbury, <i>viâ</i> Dudley and Wolverhampton, which +traverses the same mineral district, and must be considered as, +to a great extent, identified with the Tring or London and +Birmingham scheme.</p> +<p>The case of the Shrewsbury line, as compared with the +competing scheme of the Grand Junction Company, which stops at +Wolverhampton, depends very much on the same arguments, of the +importance of opening up the Staffordshire mineral field by +Railway communication, which have been already adduced in favour +of the Tring line; and the objections to it on the part of the +Canal and other interests are of the same description. The +arrangements proposed for supplying the local wants of the +district are also of the same nature, and the plans and sections +of the two lines correspond, so that the portion between Dudley +and Wolverhampton is common to the two; the understanding being +that, if both are sanctioned by Parliament, this portion is to be +made by the Shrewsbury Company, and used on equitable conditions +by the other Company.</p> +<p>The Great Western scheme, on the other hand, introduces a +different gauge and different arrangements, and adopts a +different line between Dudley and Wolverhampton, so that its +existence is hardly compatible with that of the Shrewsbury +scheme.</p> +<p>For the reasons stated we are therefore of opinion that, for +the purpose of accommodating the great mineral district of +Staffordshire, the combined scheme of the Tring and Shrewsbury +lines is preferable to any other that has been proposed.</p> +<p>The Tring scheme is equally superior for the local +accommodation of Kidderminster, Stourbridge, and Stourport, to +which it gives better stations, by pursuing a lower level along +the bottom of the valleys, and it admits of more easy extension +towards Leominster, Ludlow, and the West. Between Worcester +and London it accommodates, as we have already seen, a larger +population; and therefore, on the whole, both in these respects +and in the important particular of the gauge, it seems to us to +be in itself decidedly preferable to the competing Great Western +scheme.</p> +<p>It remains to be seen whether there are any other +considerations which might modify this conclusion.</p> +<p><!-- page 9--><a name="page9"></a><span class="pagenum">p. +9</span>It is urged, that the concession of this line to a +Company promoted by the London and Birmingham Company, will +constitute a great monopoly, extending over a vast extent of +country, while, by giving it to the Great Western Company, a +competition would be introduced, from which the Public might +derive benefit. On the other hand, it may be said that, to +allow the Great Western Company to embrace, by their influence, +not only the whole western communications of the island, but also +the whole of South Wales, and the whole district up to Worcester +and Birmingham, would be to establish a monopoly much more +gigantic than that of the London and Birmingham. This +latter monopoly would also be more obviously objectionable, +inasmuch as an interest adverse to the Public would at once be +established if the line from London to Worcester and +Wolverhampton, and that from Bristol to Birmingham, were to be in +the same hands, and upon the same wide gauge, as the line now +proposed through South Wales. The accommodation of +Herefordshire, Worcestershire, South Wales, and the important +districts lying to the west of the present lines of Railway, will +evidently, at no distant period, require not only a wide-gauge +Railway along the Southern coast, to place them in communication +with London, but also a narrow-gauge Railway to place them in +direct and unbroken communication, through Birmingham, with the +manufacturing districts and the great Railway system of the rest +of the kingdom.</p> +<p>The extension of such a Railway would be greatly facilitated +by the establishment of the narrow gauge, and of an interest +independent of the Great Western, in the Worcester district, and, +on the other hand, would be greatly impeded if that district were +assigned to the Great Western interest and to the wide gauge.</p> +<p>In respect therefore of the general question of monopoly, it +appears to us that nothing would be gained by substituting that +of the Great Western for that of the London and Birmingham, which +is the only alternative; at the same time, if the latter Company +had shown no disposition to meet the fair demands of the Public +by a reduction of rates, and to obviate the objections of +monopoly by the offer of reasonable guarantees, it might perhaps +have become necessary, notwithstanding the disadvantages of the +Great Western scheme, in respect of the gauge and other points, +to adopt this alternative.</p> +<p>This is, however, by no means the case; but, on the contrary, +the London and Birmingham Company have come forward voluntarily +to offer guarantees and conditions of a very advantageous +character.</p> +<p>They offer, on condition of their Worcester scheme being +sanctioned, at once to meet the objections of monopoly, by +inserting in their Act the following provisions:</p> +<p>1. The whole of the Railways under their control, +including the existing London and Birmingham Railway, to become +subject to the options of revision and purchase contained in the +Act of last year: the option of revision, however, at 10 per +cent. to accrue at an earlier period than that of 20 years, +specified in the Act.</p> +<p>2. A revised tariff to be framed for the whole of the +said Railways, including the London and Birmingham Railway, upon +the principle of fixing <i>maximum</i> rates for passengers and +goods lower than those at present charged, and at as low a level +as those charged upon any of the principal Northern Railways.</p> +<p>3. One article of such tariff to be, that coals and iron +are to be carried at rates not exceeding 1<i>d.</i> per ton per +mile, including toll and locomotive power.</p> +<p>4. All differences with other Railway Companies, by +which the public safety or convenience are affected, to be +referred to the Board of Trade, or other competent authority for +that purpose established by Parliament.</p> +<p>6. The London and Birmingham Company to pledge the whole +revenue of their existing line for the completion of the proposed +undertaking within a reasonable time.</p> +<p>It appears to us that these guarantees hold out for the Public +a prospect of permanent and certain advantage greatly beyond +anything that could be expected from the competition of two great +Companies, who would be urged by every motive of interest to +combine.</p> +<p>We attach the greatest importance to the security obtained for +the cheap transit of coals and minerals. Not only will a +great benefit be thereby, as we believe, secured for the +important mineral districts of Staffordshire and the Midland +Counties, but also a still more important benefit for the poorer +and <!-- page 10--><a name="page10"></a><span class="pagenum">p. +10</span>industrious classes, and for the consumers of coals +generally throughout the Southern and Western Counties, and in +the Metropolis.</p> +<p>The charge of conveyance of coals by Railway from South +Staffordshire or Derbyshire to London will not exceed 11<i>s.</i> +or 12<i>s.</i> per ton, and it has been stated to us, that, after +payment of all charges, good house coals could be sold here, with +a profit, at prices not exceeding 20<i>s.</i> per ton.</p> +<p>During the recent frost and easterly winds the price of coals +in London has been as high as 40<i>s.</i> per ton; and during the +winter the price frequently exceeds 30<i>s.</i> for coals of +ordinary quality. When we consider how materially the +comfort of all classes, more especially of those in humble +circumstances, depends on a regular supply of cheap coal, and +also how much the employment of industry is affected by the same +circumstances, and when we bear in mind that a saving of every +shilling per ton on the average consumption of the Metropolis is +equivalent to an annual saving to its inhabitants of +150,000<i>l.</i>, it is impossible not to appreciate the +importance of insuring low rates of charge upon the principal +Railways which are in connexion with the great inland coal +fields.</p> +<p>In other respects also we think that the introduction of a +system of moderate charges upon the London and Birmingham and its +tributary Railways, will be calculated to afford great advantage +to important commercial interests, and to the community at large, +while we see every reason to hope that it will not be +unproductive of benefit to the Company itself. We must +remember, however, that this latter point is, to a certain +extent, experimental, and that it is highly important to obtain +voluntarily from the Company guarantees of a permanent +character.</p> +<p>It must not be forgotten that, without some arrangement of +this sort, the Company, if so disposed, has a perfect legal right +to resort to charges so high as greatly to inconvenience the +Public, and that, under an altered state of things, with a +depressed money-market, and all fear of immediate competition +removed, it is by no means certain that it might not find it for +its interest to do so.</p> +<p>We have also the authority of the Select Committee of last +Session for attaching great importance to the prospective +guarantee, for the future, in the shape of options of revision or +purchase, which are now voluntarily offered by one of the first +Railway Companies in the kingdom, whose line could not be, +otherwise than by their own consent, subjected to the operation +of any conditions not contained in their original Act.</p> +<p>On the whole, therefore, when we consider on the one hand the +superior advantages afforded by the London and Birmingham scheme +in itself, and by the adoption of the narrow gauge, and on the +other the great advantages offered by the London and Birmingham +Company, in connexion with it, over their whole system, and the +ample guarantees given against any possible abuses of monopoly, +we can arrive at no other conclusion than that the scheme +promoted by that Company is preferable on public grounds to the +competing scheme, which is inferior in itself, and which holds +out no such collateral advantages.</p> +<p>Having already referred to the Shrewsbury, Wolverhampton, +Dudley, and Birmingham scheme, as connected, in a great measure, +with those between Worcester and Wolverhampton, it will be +convenient to include this scheme in the present Report.</p> +<p>We have stated that the general question involved in the +comparison of this scheme with the competing line proposed by the +Grand Junction Company is, that the latter joins the Grand +Junction line at Wolverhampton, and thus affords no accommodation +to the mineral district between Wolverhampton and Birmingham.</p> +<p>If the views which we have stated in regard to the importance +of opening up this district by Railway communication are correct, +this consideration alone is sufficient to give a decided +preference to the more extended scheme. It also appears to +us, that to entrust the branch to Shrewsbury to the Grand +Junction Company would be open to the objection which we have +stated in our previous Report upon the South Eastern schemes, +when discussing the general policy of giving a preference to +lines proposed by existing Companies for the accommodation of +adjoining districts, viz. that there may be danger in giving such +preference where the scheme proposed by the existing Company, +although insufficient for the complete accommodation of the +district to be provided for, may yet <!-- page 11--><a +name="page11"></a><span class="pagenum">p. 11</span>be sufficient +to throw impediments in the way of other parties coming forward +with more extensive schemes.</p> +<p>A line to Shrewsbury, in the hands of the Grand Junction +Company, would manifestly be not unlikely to be used for the +purposes of protection against competition, rather than of +encouragement to Extensions beyond Shrewsbury, and to the +legitimate development of the traffic. It appears to us, +therefore, that, under the peculiar circumstances of the case, +the fact of the Shrewsbury and Birmingham line being promoted by +a substantial and independent local party, is a legitimate ground +of preference, in addition to that already pointed out, of the +superior advantages afforded by the independent line to the +populous mining district between Wolverhampton and +Birmingham.</p> +<p>As regards the line between Shrewsbury and Stafford, of which +plans and sections have likewise been deposited by the Grand +Junction Company, it appears sufficient to say, that although as +a mere line for the town of Shrewsbury, it might afford +considerable advantages, it accomplishes none of the more +important advantages for the district at large which are held out +by the line to Birmingham.</p> +<p>We are of opinion, therefore, that the latter line is +preferable to all the competing schemes proposed, upon general +grounds of public policy; and we are aware of no public reasons +why it should not receive the sanction of Parliament.</p> +<p>At the same time, there are points of detail connected with +it, more especially as regards the mode of passing through the +town of Birmingham, and of effecting a junction with the London +and Birmingham Railway, to which we think that the attention of +Parliament should be especially directed. With regard to +the first point, it depends to a great extent upon considerations +of private property, which we are precluded from entertaining; +but with regard to the second point, it appears to us of the +greatest importance that provision should be made for an +uninterrupted and convenient junction in Birmingham between the +projected line and that of the London and Birmingham Railway.</p> +<p style="text-align: center">* * * * *</p> +<p>In conclusion, we beg to draw attention to the passage of the +Fifth Report of the Select Committee of last year, in which it is +stated, in recommending that Reports should be made to Parliament +by this department upon Railway Schemes, “That no such +Report should be held to prejudice the claims of private persons, +the examination of which should be altogether reserved to the +Houses of the Legislature.”</p> +<p>In submitting to Parliament, in conformity with the +recommendations of that Committee, the results at which we have +arrived, with a view to the information and assistance of +Parliament in forming a judgment upon the schemes in question, in +so far as our Report may be available for that purpose, we are +anxious that it should be distinctly understood that we have +arrived at these results solely upon public grounds, and to the +exclusion of all considerations how far such results might +require to be modified by a due regard for private rights and +interests.</p> +<p>DALHOUSIE.</p> +<p>C. W. PASLEY.</p> +<p>G. R. PORTER.</p> +<p>D. O’BRIEN.</p> +<p>S. LAING.</p> +<p style="text-align: center">* * * * *</p> +<p style="text-align: center"><!-- page 12--><a +name="page12"></a><span class="pagenum">p. 12</span>RAILWAYS.</p> +<p style="text-align: center">MAP<br /> +<span class="smcap">of the several</span><br /> +PROJECTED RAILWAYS,<br /> +<span class="smcap">in the</span><br /> +WORCESTER, WOLVERHAMPTON, &c,<br /> +DIVISION.</p> +<p style="text-align: center">(Broad and Narrow Gauges.)</p> +<p style="text-align: center"><span class="smcap">referred to in +the</span></p> +<p style="text-align: center">REPORT of the <span +class="smcap">Railway Department</span> of the <span +class="smcap">Board</span> of <span class="smcap">Trade</span> on +the <span class="smcap">London</span>, <span +class="smcap">Worcester</span>, <span class="smcap">and +Wolverhampton</span>, and on the <span class="smcap">Birmingham +and Shrewsbury Districts</span>.</p> +<p style="text-align: center"><i>Ordered</i>, <i>by</i> The House +of Commons, <i>to be Printed</i>,<br /> +28 <i>February</i> 1845.</p> +<p style="text-align: center"> +<a href="images/mapb.jpg"> +<img alt="Map of the projected railways" src="images/maps.jpg" /> +</a></p> +<p>***END OF THE PROJECT GUTENBERG EBOOK REPORT OF THE RAILWAY DEPARTMENT ***</p> +<pre> + + +***** This file should be named 20388-h.htm or 20388-h.zip****** + + +This and all associated files of various formats will be found in: +http://www.gutenberg.org/dirs/2/0/3/8/20388 + + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. 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